RVS-KVK SCHOOL OF ARCHITECTURE

OUTLINE OF CONTENTS - THESIS SYNOPSIS (2020)

B.ARCH

STUDENT NAME : D.G.SUDARSANAN

REG NO : 815315251028

TOPIC : MARINE TERMINAL UNDER THE SAGARMALA

PROJECT (GOV OF INDIA)

INTRODUCTION

Maritime sector in India has been the backbone of the country’s trade and has
grown manifold over the years. To harness India’s 7,500 km long coastline, 14,500 km of
potentially navigable waterways and strategic location on key international maritime trade
routes, the Government of India has embarked on the ambitious Sagarmala Programme which
aims to promote port-led development in the country.

The concept of Sagarmala was approved by the Union Cabinet on 25th March
2015. As part of the programme, a National Perspective Plan (NPP) for the comprehensive
development of India’s coastline and maritime sector has been prepared which was released
by the Hon’ble Prime Minister, on 14th April, 2016 at the Maritime India Summit 2016

Need for Port-Led Development in India

India is one of the fastest growing large economies in the world with a GDP
growth rate of 7.5% in 2015-16 and ports play an important role in the overall economic
development of the country. Approximately 95 % of India’s merchandise trade (by volume)
passes through sea ports. Many ports in India are evolving into specialized centres of
economic activities and services and are vital to sustain future economic growth of the
country such as JNPT, Mundra Port, Sikka Port, Hazira Port etc.

However, Indian ports still have to address infrastructural and operational

challenges before they graduate to the next level. For example, operational efficiency of
Indian ports has improved over the years but still lags behind the global average. Turnaround
time (TAT) at major ports was approximately 4 days in 2014-15, whereas global average
benchmark is 1-2 days. Some of the private sector ports in India like Mundra and
Gangavaram, have been able to achieve a turnaround time of around 2 days.
 Secondly, last mile connectivity to the ports is one of the major constraints in
smooth movement of cargo to/from the hinterland. Around 87% of Indian freight uses either
road or rail for transportation of goods. A significant share of this cargo experiences “idle
time” during its transit to the ports due to capacity constraints on highways and railway lines
connecting ports to production and consumption centers. Although water-borne transport is
much safer, cheaper and cleaner, compared to other modes of transportation, it accounts for
less than 6% of India’s modal split. By comparison, coastal and inland water transportation
contribute to 47% of China’s freight modal mix, while in Japan and US, this share is 34% and
12.4% respectively. Significant savings can be achieved by shifting movement of industrial
commodities like coal, iron ore, cement and steel to coastal and inland waterways.

However, more than 90% of coal currently moves via railways. The
constraints on connectivity and sub-optimal modal mix results in higher logistics cost thereby
affecting the manufacturing sector and export competitiveness.

The third factor is the location of industries / manufacturing centres vis-à-vis

the ports. While cost differential between India and China is not significant on a per tonne km
basis, China still has a lower container exporting cost, than the cost in India, due to lower
lead distances . Presence of major manufacturing and industrial zones in coastal regions in
China, which were developed as part of the Port-Led Policy of the government is the main
reason for lower lead distances.

Any programme for port-led development needs to consider the above

mentioned factors to effectively harness the potential of India’s long coastline

AIM OF THE STUDY

Vision of the This Programme is to reduce logistics cost for EXIM and
domestic trade with minimal infrastructure investment.

OBJECTIVES OF THE STUDY

• Reducing cost of transporting domestic cargo through optimizing modal mix

• Lowering logistics cost of bulk commodities by locating future industrial capacities

near the coast

• Improving export competitiveness by developing port proximate discrete

manufacturing clusters
 • Optimizing time/cost of EXIM container movement

SCOPE OF THE STUDY

• Traffic surveys and demand assessment also taking into account other Ports in the
vicinity.
• Engineering surveys and investigations.
• Identify area required for development of Port, availability of land, cost, etc.
• Location and layout of the Project facility and services.
• Initial Environment Examination (IEE).
• Preliminary designs of project facility and services.
• Structuring of project including different options for developing the project.
• Schedules for modification and / or Utility Relocation Plans
• Preparation of Cost Estimates
• Establishing the Technical feasibility and Financial Viability of the Proposal
• Review and update of previous reports on Colachel Port.
• Feasibility in developing Colachel Port as a satellite port of VOCPT, considering the
availability of deep draft.
• Key outputs of the rapid feasibility study – traffic, port location and port layout and
the resultant financials for the port.
• Key success factors for the port Details out the planned connectivity to the port both
in terms of road and railways.
• Phases the costs based on capacity phasing and construction planning.
• Projects free cash flow from the project over the years; calculates resultant IRR.

CASE STUDIES

• Kamarajar Port Limited, Ennore, Chennai.

• Jawaharlal Nehru Port Trust, Mumbai.
• VO Chidambaranar Port, thoothukudi